EP1579129B1 - Method and device for monitoring the errors of an electronic control unit of an automated transmission that is situated in the drive train of a motor vehicle - Google Patents
Method and device for monitoring the errors of an electronic control unit of an automated transmission that is situated in the drive train of a motor vehicle Download PDFInfo
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- EP1579129B1 EP1579129B1 EP03788882A EP03788882A EP1579129B1 EP 1579129 B1 EP1579129 B1 EP 1579129B1 EP 03788882 A EP03788882 A EP 03788882A EP 03788882 A EP03788882 A EP 03788882A EP 1579129 B1 EP1579129 B1 EP 1579129B1
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- control device
- transmission
- torque
- predetermined
- motor vehicle
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 33
- 238000000034 method Methods 0.000 title claims abstract description 19
- 238000012544 monitoring process Methods 0.000 title claims description 6
- 230000015654 memory Effects 0.000 claims description 5
- 230000001419 dependent effect Effects 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000005923 long-lasting effect Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/126—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is the controller
- F16H2061/1268—Electric parts of the controller, e.g. a defect solenoid, wiring or microprocessor
Definitions
- the invention relates to a method and a device for fault monitoring of an electronic control device of an arranged in the drive train of a motor vehicle automatic transmission, in particular automatic transmission, as known from the generic GB 2 315 132.
- Automatic transmissions in particular automated manual transmissions, are increasingly used in motor vehicles not only because of the improved ride comfort but also because of the consumption reductions which can be realized thereby.
- FIG. 2 is a block diagram of a vehicle powertrain equipped with an automated manual transmission.
- An internal combustion engine 4 is connected via a clutch 6 to a transmission 8, from which a drive shaft 10 leads to driven wheels of the motor vehicle.
- a power actuator 12 for example, a throttle valve in a gasoline engine or a control rod in a diesel engine, which is actuated by an actuator 14.
- an actuator 16 is provided for the actuation of the clutch 6.
- To actuate the gearbox 8 serve actuators, which are collectively designated 18.
- the motor vehicle has an accelerator pedal 20 and an actuating unit 22 for selecting different gears or shift programs for actuating the manual transmission 8.
- a transmission control unit 24 which has a microprocessor 26 with program memory 28 and data memory 30 and the inputs 32 with at least some of sensors 34, 36, 38, 40, 42, 46, 48 and 50 for detecting the Position of the actuator unit 22, the power actuator 12, the engine speed, the speed of a transmission input shaft, the speed of the drive shaft, the position of the actuators 18 of the transmission 8, the position of the accelerator pedal 20 and the position of the clutch actuator 16 are connected.
- the transmission control unit 24 is connected to an engine control unit 52 via a bus 54, whose outputs are connected to the actuator 14 and a fuel supply system of the engine 4 and possibly an ignition and possibly other actuators of the engine 4 and its inputs to some of the mentioned actuators as well possibly further actuators are connected.
- the distribution of hardware and software peripherals between the controllers 24 and 52 may be different.
- the circuits of the gearbox 8, ie the clutch actuator 16 and the actuators 18 are particularly dependent on the position of the accelerator pedal 20 and the position of the power actuator 12, which can be directly coupled to the accelerator pedal 20 or fully electronically actuated, and the speed of the drive shaft 10 and / or the engine speed controlled, wherein a complex, stored in the program memory 28 of the transmission control unit 24 program, each determines the gear or the sequence of the circuits.
- the torque to be delivered by the engine is determined not only by the position of the accelerator pedal 20, but also by the program controlled by the transmission control unit 24, since when opening the clutch 6 for a gearshift, the engine torque must first be withdrawn in most cases to increase again after switching the gear when closing the clutch, so that a comfortable gear change is ensured.
- the intervention in the engine torque can doing so directly via a corresponding electronically controlled actuation of the power actuator 12, by means of an additional power actuator 12 or by engaging in the ignition.
- the invention has for its object to provide a remedy for the aforementioned problem.
- This object is achieved with a method for fault monitoring of an electronic control unit of a drive train of a motor vehicle arranged automatic transmission, in particular automated transmission, wherein the control device generates in faultless state in predetermined operating conditions predetermined moments of a drive motor requesting signals corresponding to those generated by the drive motor torque controlling in which method a requested torque dependent request value is compared to a predetermined threshold and an error signal is generated when the request value exceeds the threshold.
- the request value corresponds to the sum of the moments requested during a defined period of time.
- the limit value depends on the position of an accelerator pedal.
- the limit value depends advantageously on the switched gear. Thus, e.g. a moment-increasing intervention for certain gears will be prohibited.
- the comparison takes place only in the presence of predetermined operating states.
- the control device has a microprocessor and program and data memory is connected to sensors for detecting operating parameters of the drive train, at least one actuator for controlling the translation of the transmission is connected and in the presence of predetermined operating conditions, in particular during the course of a gear shift, in the error-free state predetermined moments generated by a drive motor requesting signals corresponding to which the torque generated by the drive motor is controlled, the control device comprises a device for performing at least one the aforementioned method.
- the monitoring program according to the invention is started in step 60, for example after switching on the ignition.
- step 62 it is checked whether there are predetermined conditions, in the illustrated example, whether the engine 4 (Fig. 2) is running, the clutch 6 is in a state in which it can transmit a moment, a gear is engaged and in the Control unit 24 is stored program for delivering a motor torque requesting signal is active. If it is determined in step 62 that said conditions are met, in step 64, the moments requested according to the clock rate of the system at each clock are summed and it is continuously determined in step 66 whether the sum of the requested moments representing a request value is one Exceeds limit. If this is not the case, then the summation continues until the states of step 62 are present.
- step 68 If the limit is exceeded, an error signal is triggered in step 68, which leads to an error response in which, for example, by a restart of the transmission control unit 24, the requested torque is withdrawn. Subsequently, the program ends in step 70. If the conditions of step 62 are no longer present, then in step 72 the cumulative momentum sum (step 64) is reduced step by step to zero,
- the exemplified method can be varied in many ways.
- step 62 the conditions checked in step 62 may be different. In extreme cases, it can only be checked whether there is a torque request from the transmission control unit 24. In step 64, instead of the requested torque torque, the minimum of transferable clutch torque and engine torque could also be added up.
- step 64 the moments do not necessarily have to be summed up. Rather, the requested torque can be compared with a dependent on the position of the accelerator pedal 20 and possibly other Radiometem torque that can directly form the limit (step 66).
- the torque requirement may consist in that only an increase in the engine torque is required, which goes back to zero at funktionstrichem transmission control unit 24 when the required torque is present (which are determined for example by the position of the power actuator 12 and the speed of the internal combustion engine can) or a certain amount of engine torque is requested.
- the summation or integral formation in step 64 has the advantage that high torque requirements that persist for a short time are recognized to be just as dangerous as long-lasting low torque requirements, both of which can lead to dangerous states.
- the limit which must be exceeded in step 66, so that an error signal is triggered, can be in the sum of the multiple of the maximum engine torque.
- the limit value is advantageously dependent on the position of the accelerator pedal 20. In the simplest case, this ensures that the engine torque requested by the transmission control unit 24 does not exceed the engine torque corresponding to the accelerator pedal position 20.
- the limit may depend on other variables, such as the selected shift program, since short-term high engine torques are often required for a smooth shifting, so that the engine runs, for example, when switching to a lower gear when engaging with a corresponding higher speed.
- the invention can be used for automated manual transmissions of any design, but can also be used for their translation continuously changing transmission, if the corresponding control devices to improve the switching dynamics in unsteady states affect the engine torque.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Fehlerüberwachung einer elektronischen Steuereinrichtung eines im Antriebsstrang eines Kraftfahrzeugs angeordneten automatischen Getriebes, insbesondere automatisierten Schaltgetriebes, wie aus der gattungsgemäßen GB 2 315 132 bekannt.The invention relates to a method and a device for fault monitoring of an electronic control device of an arranged in the drive train of a motor vehicle automatic transmission, in particular automatic transmission, as known from the
Automatische Getriebe, insbesondere automatisierte Schaltgetriebe, finden in Kraftfahrzeugen nicht nur wegen des verbesserten Fahrkomforts sondern auch wegen der damit realisierbaren Verbrauchsminderungen zunehmend Verwendung.Automatic transmissions, in particular automated manual transmissions, are increasingly used in motor vehicles not only because of the improved ride comfort but also because of the consumption reductions which can be realized thereby.
Fig. 2 zeigt ein Blockschaltbild eines mit einem automatisierten Schaltgetriebe ausgerüsteten Fahrzeugantriebsstrangs.FIG. 2 is a block diagram of a vehicle powertrain equipped with an automated manual transmission. FIG.
Ein Verbrennungsmotor 4 ist über eine Kupplung 6 mit einem Schaltgetriebe 8 verbunden, von dem eine Antriebswelle 10 zu angetriebenen Rädern des Kraftfahrzeugs führt.An
Zur Leistungssteuerung des Motors dient ein Leistungsstellorgan 12, beispielsweise eine Drosselklappe bei einem Ottomotor oder eine Regelstange bei einem Dieselmotor, die von einem Aktor 14 betätigt ist. Für die Betätigung der Kupplung 6 ist eine Aktor 16 vorgesehen. Zur Betätigung des Schaltgetriebes 8 dienen Aktoren, die zusammenfassend mit 18 bezeichnet sind.For power control of the engine is a power actuator 12, for example, a throttle valve in a gasoline engine or a control rod in a diesel engine, which is actuated by an
Weiter weist das Kraftfahrzeug ein Fahrpedal 20 und eine Betätigungseinheit 22 zum Anwählen verschiedener Gänge oder Schaltprogramme zur Betätigung des Schaltgetriebes 8 auf.Furthermore, the motor vehicle has an
Zur Steuerung der Aktoren 16 und 18 dient ein Getriebesteuergerät 24, das einen Mikroprozessor 26 mit Programmspeicher 28 und Datenspeicher 30 aufweist und dessen Eingänge 32 mit wenigstens einigen von Sensoren 34, 36, 38, 40, 42, 46, 48 und 50 zum Erfassen der Stellung der Betätigungseinheit 22, des Leistungsstellorgans 12, der Motordrehzahl, der Drehzahl einer Getriebeeingangswelle, der Drehzahl der Antriebswelle, der Stellung der Aktoren 18 des Getriebes 8, der Stellung des Fahrpedals 20 sowie der Stellung des Kupplungsaktors 16 verbunden sind.To control the
Das Getriebesteuergerät 24 ist mit einem Motorsteuergerät 52 über einen Bus 54 verbunden, dessen Ausgänge mit dem Aktor 14 sowie einem Kraftstoffzufuhrsystem des Motors 4 und ggf. einer Zündung sowie ggf. weiteren Stellgliedern des Motors 4 verbunden sind und dessen Eingänge an einige der genannten Aktoren sowie ggf. weiteren Aktoren angeschlossen sind.The
Die Aufteilung von Hardware- und Softwareumfängen zwischen den Steuergeräten 24 und 52 kann unterschiedlich sein.The distribution of hardware and software peripherals between the
Aufbau und Funktion des Systems sind an sich bekannt und werden daher nicht im Einzelnen erläutert. Die Schaltungen des Schaltgetriebes 8, d.h. der Kupplungsaktor 16 und die Aktoren 18 werden insbesondere abhängig von der Stellung des Fahrpedals 20 bzw. der Stellung des Leistungsstellorgans 12, das unmittelbar mit dem Fahrpedal 20 gekoppelt oder vollständig elektronisch betätigt sein kann, und der Drehzahl der Antriebswelle 10 und/oder der Motordrehzahl gesteuert, wobei ein komplexes, im Programmspeicher 28 des Getriebesteuergerätes 24 abgelegtes Programm, den jeweils einzulegenden Gang bzw. den Ablauf der Schaltungen bestimmt. Zumindest während einer Schaltung wird das vom Motor abzugebende Moment nicht nur von der Stellung des Fahrpedals 20 bestimmt, sondern auch von dem durch das Getriebesteuergerät 24 gesteuerte Programm, da beim Öffnen der Kupplung 6 für einen Gangwechsel das Motormoment in den meisten Fällen zunächst zurückgenommen werden muss, um nach Umschalten des Ganges beim Schließen der Kupplung wieder anzusteigen, damit ein komfortabler Gangwechsel gewährleistet ist. Der Eingriff in das Motormoment kann dabei unmittelbar über eine entsprechende elektronisch gesteuerte Betätigung des Leistungsstellorgans 12, mittels eines zusätzlichen Leistungsstellorgans 12 oder durch Eingriff in die Zündung erfolgen.Structure and function of the system are known per se and are therefore not explained in detail. The circuits of the
Falls aufgrund von Fehlern im Steuergerät 24 vom Motor 4 ein Moment gefordert wird, das über dem von einem Fahrer gewünschten Moment liegt, kann das Fahrzeug, entgegen dem Wunsch des Fahrers, beschleunigen, was zu sicherheitskritischen Situationen führt.If, due to faults in the
Der Erfindung liegt die Aufgabe zugrunde, Abhilfe für das vorgenannte Problem zu schaffen.The invention has for its object to provide a remedy for the aforementioned problem.
Diese Aufgabe wird mit einem Verfahren zur Fehlerüberwachung eines elektronischen Steuergerätes eines im Antriebsstrang eines Kraftfahrzeugs angeordneten automatischen Getriebes, insbesondere automatisierten Schaltgetriebes gelöst, wobei die Steuereinrichtung in fehlerfreiem Zustand in vorbestimmten Betriebszuständen vorbestimmte Momente von einem Antriebsmotor anfordernde Signale erzeugt, entsprechend denen das vom Antriebsmotor erzeugte Moment gesteuert wird, bei welchem Verfahren ein vom angeforderten Moment abhängiger Anforderungswert mit einem vorbestimmten Grenzwert verglichen wird und ein Fehlersignal erzeugt wird, wenn der Anforderungswert den Grenzwert übersteigt.This object is achieved with a method for fault monitoring of an electronic control unit of a drive train of a motor vehicle arranged automatic transmission, in particular automated transmission, wherein the control device generates in faultless state in predetermined operating conditions predetermined moments of a drive motor requesting signals corresponding to those generated by the drive motor torque controlling in which method a requested torque dependent request value is compared to a predetermined threshold and an error signal is generated when the request value exceeds the threshold.
Bei einer vorteilhaften Durchführungsform des Verfahrens entspricht der Anforderungswert der Summe der während einer definierten Zeitdauer angeforderten Momente.In an advantageous embodiment of the method, the request value corresponds to the sum of the moments requested during a defined period of time.
Vorteilhafterweise hängt der Grenzwert von der Stellung eines Fahrpedals ab.Advantageously, the limit value depends on the position of an accelerator pedal.
Der Grenzwert hängt vorteilhafter Weise vom geschalteten Gang ab. So kann z.B. ein Momenten erhöhender Eingriff für bestimmte Gänge verboten werden.The limit value depends advantageously on the switched gear. Thus, e.g. a moment-increasing intervention for certain gears will be prohibited.
Der Grenzwert kann auch geschwindigkeitsabhängig sein. (Ungewolltes Beschleunigen um 5 km/h bei v = 10 km/h ist deutlich unangenehmer als bei
v = 150 km/h).The limit value may also be speed-dependent. (Unintentional acceleration by 5 km / h at v = 10 km / h is much more unpleasant than at
v = 150 km / h).
Bei einer bevorzugten Durchführungsform des Verfahrens erfolgt der Vergleich nur bei Vorliegen vorbestimmter Betriebszustände.In a preferred embodiment of the method, the comparison takes place only in the presence of predetermined operating states.
Bei einer Vorrichtung zur Fehlerüberwachung einer elektronischen Steuereinrichtung eines im Antriebsstrang eines Kraftfahrzeugs angeordneten automatischen Getriebes, insbesondere automatisierten Schaltgetriebes, wobei die Steuereinrichtung einen Mikroprozessor sowie Programm- und Datenspeicher aufweist, mit Sensoren zur Erfassung von Betriebsparametern des Antriebsstrangs verbunden ist, an wenigstens einem Aktor zur Steuerung der Übersetzung des Getriebes angeschlossen ist und bei Vorliegen vorbestimmter Betriebszustände, insbesondere während des Ablaufs einer Gangschaltung, in fehlerfreiem Zustand vorbestimmte Momente von einem Antriebsmotor anfordernde Signale erzeugt, entsprechend denen das vom Antriebsmotor erzeugte Moment gesteuert wird, enthält die Steuereinrichtung eine Vorrichtung zur Durchführung wenigstens eines der vorgenannten Verfahren.In a device for fault monitoring of an electronic control device arranged in the drive train of a motor vehicle automatic transmission, in particular automated transmission, wherein the control device has a microprocessor and program and data memory is connected to sensors for detecting operating parameters of the drive train, at least one actuator for controlling the translation of the transmission is connected and in the presence of predetermined operating conditions, in particular during the course of a gear shift, in the error-free state predetermined moments generated by a drive motor requesting signals corresponding to which the torque generated by the drive motor is controlled, the control device comprises a device for performing at least one the aforementioned method.
Die Erfindung wird im Folgenden anhand schematischer Zeichnungen beispielsweise und mit weiteren Einzelheiten erläutert.The invention is explained below with reference to schematic drawings, for example, and with further details.
Es stellen dar:
- Fig. 1 ein Flussdiagramm zur Erläuterung eines Beispiels des erfindungsgemäßen Verfahrens und
- Fig. 2 das bereits erläuterte Blockschaltbild eines in seinem Aufbau an sich bekannten Antriebsstrangs eines Fahrzeugs.
- 1 is a flowchart for explaining an example of the method according to the invention and
- Fig. 2 shows the already explained block diagram of a known in its construction of a drive train of a vehicle.
Gemäß Fig. 1 wird das erfindungsgemäße Überwachungsprogramm im Schritt 60 gestartet, beispielsweise nach Einschalten der Zündung. Im Schritt 62 wird überprüft, ob vorbestimmte Bedingungen vorliegen, im dargestellten Beispiel, ob der Motor 4 (Fig. 2) läuft, die Kupplung 6 sich in einem Zustand befindet, in dem sie ein Moment übertragen kann, ein Gang eingelegt ist und das im Steuergerät 24 abgelegte Programm zur Abgabe eines ein Motormoment anfordernden Signals aktiv ist. Wenn im Schritt 62 festgestellt wird, dass die genannten Bedingungen erfüllt sind, werden im Schritt 64 die entsprechend der Taktfrequenz des Systems bei jedem Takt angeforderten Momente aufsummiert und im Schritt 66 laufend festgestellt, ob der Summenwert der angeforderten Momente, der einen Anforderungswert darstellt, einen Grenzwert übersteigt. Ist dies nicht der Fall, so dauert die Summenbildung solange an, bis die Zustände des Schrittes 62 vorliegen. Wird der Grenzwert überschritten, wird im Schritt 68 ein Fehlersignal ausgelöst, das zu einer Fehlerreaktion führt, in der beispielsweise durch einen Neustart des Getriebesteuergerätes 24 das angeforderte Moment zurückgenommen wird. Anschließend endet das Programm im Schritt 70. Liegen die Bedingungen des Schrittes 62 nicht mehr vor, so wird im Schritt 72 die aufgelaufene Momentensumme (Schritt 64) schrittweise bis auf Null vermindert,According to FIG. 1, the monitoring program according to the invention is started in
Das beispielhaft geschilderte Verfahren kann vielfältig abgeändert werden.The exemplified method can be varied in many ways.
Beispielsweise können die im Schritt 62 überprüften Bedingungen andere sein. Im Extremfall kann nur überprüft werden, ob seitens des Getriebesteuergerätes 24 eine Momentenanforderung vorliegt.
Im Schritt 64 könnte statt des angeforderten Momentenmomentes auch das Minimum aus übertragbarem Kupplungsmoment und Motormoment aufsummiert werden.For example, the conditions checked in
In
Im Schritt 64 müssen die Momente nicht zwangsläufig aufsummiert werden. Vielmehr kann das angeforderte Moment mit einem von der Stellung des Fahrpedals 20 und ggf. weiteren Betriebsparametem abhängigem Moment verglichen werden, das unmittelbar den Grenzwert (Schritt 66) bilden kann.In
Je nach ablaufenden Algorythmen kann die Momentenanforderung darin bestehen, dass lediglich eine Zunahme des Motormoments gefordert wird, die bei funktionstüchtigem Getriebesteuergerät 24 auf Null zurückgeht, wenn das geforderte Moment vorliegt, (das beispielsweise durch die Stellung des Leistungsstellorgans 12 und der Drehzahl der Brennkraftmaschine bestimmt werden kann) oder eine bestimmte Höhe des Motormoments angefordert wird. Die Summen- bzw. Integralbildung im Schritt 64 hat den Vorteil, dass über kurze Zeit andauernde hohe Momentenanforderungen als ebenso gefährlich erkannt werden, wie über längere Zeit andauernde geringe Momentenanforderungen, die beide zu gefährlichen Zuständen führen können.Depending on the running Algorythmen the torque requirement may consist in that only an increase in the engine torque is required, which goes back to zero at funktionstüchtigem
Der Grenzwert, der im Schritt 66 überschritten werden muss, damit ein Fehlersignal ausgelöst wird, kann bei der Summenbildung das Mehrfache des maximalen Motormoments betragen. Der Grenzwert ist vorteilhafterweise von der Stellung des Fahrpedals 20 abhängig. Im einfachsten Fall ist damit sichergestellt, dass das vom Getriebesteuergerät 24 angeforderte Motormoment das der Fahrpedalstellung 20 entsprechende Motormoment nicht übersteigt. Der Grenzwert kann von weiteren Größen abhängen, wie beispielsweise vom gewählten Schaltprogramm, da für ein ruckfreies Schalten häufig kurzzeitige hohe Motormomente erforderlich sind, damit der Motor beispielsweise beim Schalten in einen niedrigeren Gang beim Einkuppeln mit einer entsprechenden höheren Drehzahl läuft.The limit, which must be exceeded in
Die Erfindung ist für automatisierte Schaltgetriebe jeglicher Bauart verwendbar, kann aber auch für ihre Übersetzung kontinuierlich verändernde Getriebe eingesetzt werden, wenn die entsprechenden Steuergeräte zur Verbesserung der Schaltdynamik in instationären Zuständen das Motormoment beeinflussen.The invention can be used for automated manual transmissions of any design, but can also be used for their translation continuously changing transmission, if the corresponding control devices to improve the switching dynamics in unsteady states affect the engine torque.
Die Ausführungsbeispiele sind nicht als Einschränkung der durch die Ansprüche definierten Erfindung zu verstehen.The embodiments are not to be understood as limiting the invention defined by the claims.
Claims (5)
- A method for error monitoring of an electronic control device (24) of an automatic transmission (6, 8) situated in a power train of a motor vehicle, in particular an automated shift transmission, wherein under error-free conditions in predetermined operating modes the control device produces signals that request predetermined torques from a drive engine (4), corresponding to which the torque produced by the drive engine is controlled, characterized in that a request value that depends on the requested torque is compared to a predetermined limiting value, and an error signal is generated if the request value exceeds the limiting value.
- The method according to Claim 1, wherein the request value corresponds to the sum of the torques requested during a defined time period.
- The method according to Claim 1, wherein the limiting value depends on the position of an accelerator pedal (20).
- The method according to one of Claims 1 through 3, wherein the comparison takes place only when predetermined operating conditions are present.
- A method for error monitoring of an electronic control device (24) of an automatic transmission (6, 8) situated in a power train of a motor vehicle, in particular an automated shift transmission, wherein the control device has a microprocessor (26) as well as program and data memories (28, 30), is linked to sensors (34 - 50) for detecting operating parameters of the power train, is connected to at least one actuator (46, 50) for controlling the transmission ratio of the transmission, and when predetermined operating conditions are present, in particular during the process of a shifting of gears, under error-free conditions produces signals that request predetermined torques from a drive engine (4), corresponding to which the torque produced by the drive engine is controlled, characterized in that the control device contains a device in which the method according to one of Claims 1 through 4 runs.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10260870 | 2002-12-23 | ||
DE10260870 | 2002-12-23 | ||
PCT/DE2003/004180 WO2004059195A1 (en) | 2002-12-23 | 2003-12-18 | Method and device for monitoring the errors of an electronic control unit of an automated transmission that is situated in the drive train of a motor vehicle |
Publications (2)
Publication Number | Publication Date |
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EP1579129A1 EP1579129A1 (en) | 2005-09-28 |
EP1579129B1 true EP1579129B1 (en) | 2007-01-03 |
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ID=32667542
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP03788882A Expired - Lifetime EP1579129B1 (en) | 2002-12-23 | 2003-12-18 | Method and device for monitoring the errors of an electronic control unit of an automated transmission that is situated in the drive train of a motor vehicle |
Country Status (6)
Country | Link |
---|---|
US (1) | US7144350B2 (en) |
EP (1) | EP1579129B1 (en) |
AT (1) | ATE350609T1 (en) |
AU (1) | AU2003293289A1 (en) |
DE (2) | DE50306230D1 (en) |
WO (1) | WO2004059195A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008027057A1 (en) * | 2007-06-18 | 2008-12-24 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Determining an engine torque error during engine torque engagement |
US9279461B2 (en) * | 2008-05-13 | 2016-03-08 | Borgwarner Inc. | Integrated memory chip for a coupling device |
US8935065B2 (en) * | 2011-11-16 | 2015-01-13 | Aisin Aw Co., Ltd. | Control device and control method for automatic transmission |
US9283965B2 (en) * | 2013-12-19 | 2016-03-15 | Cnh Industrial America Llc | System and method for enhancing the performance of a work vehicle |
JP6327275B2 (en) * | 2016-03-22 | 2018-05-23 | トヨタ自動車株式会社 | Vehicle shift control device |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5117791A (en) * | 1989-12-15 | 1992-06-02 | Eaton Corporation | Throttle actuator safety method for automated transmission |
GB9007012D0 (en) * | 1990-03-29 | 1990-05-30 | Eaton Corp | Throttle error detection logic |
JP2600982B2 (en) * | 1990-06-08 | 1997-04-16 | 日産自動車株式会社 | Integrated control system for automatic transmission and engine |
GB2315132B (en) * | 1996-07-06 | 1999-11-24 | Delphi France Automotive Sys | Engine torque control |
US5738606A (en) * | 1996-09-30 | 1998-04-14 | Cummins Engine Company, Inc. | Control system for regulating output torque of an internal combustion engine |
JP3596213B2 (en) * | 1997-02-21 | 2004-12-02 | 日産自動車株式会社 | Engine control device |
DE19712713A1 (en) * | 1997-03-26 | 1998-10-01 | Bosch Gmbh Robert | Device and method for controlling a CVT in a motor vehicle |
US6220219B1 (en) * | 2000-02-15 | 2001-04-24 | Eaton Corporation | Engine speed control for decreasing engine speed |
US6511399B2 (en) * | 2001-04-25 | 2003-01-28 | General Motors Corporation | Torque and power control in a powertrain |
US6656087B1 (en) * | 2002-06-11 | 2003-12-02 | General Motors Corporation | Multi-stage skip downshift control for an automatic transmission |
-
2003
- 2003-12-18 WO PCT/DE2003/004180 patent/WO2004059195A1/en active IP Right Grant
- 2003-12-18 AU AU2003293289A patent/AU2003293289A1/en not_active Abandoned
- 2003-12-18 EP EP03788882A patent/EP1579129B1/en not_active Expired - Lifetime
- 2003-12-18 DE DE50306230T patent/DE50306230D1/en not_active Expired - Lifetime
- 2003-12-18 DE DE10392600T patent/DE10392600D2/en not_active Expired - Fee Related
- 2003-12-18 AT AT03788882T patent/ATE350609T1/en not_active IP Right Cessation
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2004
- 2004-08-20 US US10/922,764 patent/US7144350B2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
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ATE350609T1 (en) | 2007-01-15 |
EP1579129A1 (en) | 2005-09-28 |
US20050079952A1 (en) | 2005-04-14 |
DE10392600D2 (en) | 2005-02-03 |
US7144350B2 (en) | 2006-12-05 |
WO2004059195A1 (en) | 2004-07-15 |
AU2003293289A1 (en) | 2004-07-22 |
DE50306230D1 (en) | 2007-02-15 |
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